System of controlling railway-cars.



W. S. MENDEN.

SYSTEM OF CONTROLLING RAILWAY CARS.

APPLICATION FILE D JUNE 6,-1914. I

Patented Dec.19,1916.

2 SHEETS-SHEET 1- awn w. s MENDEN, SYSTEM OF CONTROLLING RAILWAY CARS.

APPLICATION. FILED JUNE 6, !9l4.

Batgnted Dec. 1% 1916 2 SHEETS-SHEET 2.

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'YUNITED STATES PATENT OFFICE.

WILLIAM S. MENDEN, F BROOKLYN, NEW YORK, ASSIGNOR TO MEGOSIN COMPANY, IN 0., A CORPORATION OF NEW YORK.

SYSTEM OF CONTROLLING RAILWAY-CARS.

'To all whom it may concern Be it known that I, WILLIAM S. MENDEN, azcitizen of the'United States, and resident '3 of theborough of Brooklyn, in the. county of "nections therefor, which upon becoming active automatically, will continue in action untilthe car comes to rest, the normal/conditions of control being automatically reestablished as soon as the caris at rest. Preferably, such instrumentalities include oriare related to brake-applying means and means for successively interrupting and re- ,establi-shing the main operating circuit.

the of the objects of this invention is to provide improved emergency control apparatus for rapid transit cars which when set inaction completely eliminates the motor man as'a'c ontrolling factor, until the car or train comes to rest, whereupon the control is automatically restored to the motorman.

Toward the attainment of this object the preferred 'means includes a circuit breaker in the main power circuit anda brake-applying'instrumentality,'both of which are subject to the emergency control apparatus.

Another object is to provide an improved unit' system of control which will include motive power, brakes, maximum and minimuinspeed limits and an intermediate control, which when actuated automatically renders the speed control inoperative and brings the car or train to rest by preventing the reestabhshment of the motive power and releaseof brakes until the car is at rest.

Another object is to provide an improved automatic control which. is different in principle of operation and effects produced from either the arbitrary control of a motornian in accelerating or retarding the vehicle,

or the speed control devices by'which maxi- .unun and minimum speed limits'are main tamed automatically.

Specification of Letters Patent.

'10 of the valve.

Patented Dec. 19, 1916.

Application filed June 6, 1914. Serial No. 843,441.

Other and further objects will appear in the specification and be pointed out in the claims, reference being had to the accompanying drawings in which the invention is exemplified.

In the drawings, Figure 1 is a diagrammatic view of the circuits on a single car showing one embodiment of my invention, certain of the instrumentalities to be here inafter referred to being shown in section and others in elevation; Fig. 2 is a diagrammatic view of another embodiment.

In the embodiment shown in Fig. 1, a brake control valve l is connected to the train pipe 2 on one side and is provided with an outlet pipe 3 on the other side, adapting it to discharge into the air thereby. Said valve is provided with a pressure chamber 4 which is in continuously open communication with an upper chamber 5 by means of a channel 6. A valve seat 7 is suitably arranged to be closed by a valve 8 which has a valve stem 9 slidablysupported in the cap Interposed between the valve 8 and the cap 10 is a spring 11 which coeperates with the air pressure in the chamber 5 to normally retain the valve 8 against the seat 7 when the vehicle is moving. A

pipe 12 serves to connect the chamber 5 with,

a chamber 13 of a housing 14, within which is mounted an electro-responsive device in the form of a magnetic coil 15 which when energized draws a plunger 16 downwardly.

Said plunger is reciprocably mounted with in a sleeve 17, its lower end being adapted to open and shut an opening 18 through whichthe chamber 13 communicates with a bleed channel19 at such times as the plunger 16 may be raised by a spring 20 when the magnet 15 is deiin'ergized. Said spring is interposed between thebottrm wall of chamber 13 and .a disk 21 whiclv is connected to the lower end of the plunger 16 by means of a reduced neck 22. Plunger 16 carries an armature 23 which rcciprocates in cylinder 24,. Projecting upwardly from the plunger 16 is a stem 25 which carries spaced contact bridges 26 and 27,.the former of these being adapted to close a gap in a motive power,

circuit controlwim 28. The eontact 27wis adapted to close a gap 111 a relay circuit, to

i in Fig. 1 is to the minus line wire 34. embodiment of this be presently referred to. For initially energizing the coil 15, the plus line wire 29 is connected thereto by a branch 30. Leading from the magnet 15 is a wire 31 which is connected to one of a pair of spaced contacts 32 to provide a gap for maintaining a broken circuit under certain predetermined conditions, to be hereinafter pointed out. The

other of said contacts 32 is connected by awire 33 to the minus line wire 34. A bridge contact 35 is suitably controlled to bridge the gap between contacts 32 whenever the car or train is at rest, said contact being normally held in raised position when the car or train is in' motion by means of a solenoid 36 which is connected at one end to ground by means of a wirBZp The other end of said solenoid is connected by a wire 38 to one of the poles 39 of a generator 40, said generator being providedv with a pinion 41 which meshes with a gear 12 carried by the shaft or axle 43' of the wheels H.- The other of said poles 39.is connected by a wire 45 to ground thus completing a circuit including the solenoid 36, said solenoid being thereby energized whenever the ear or train is in motion. A branch wire 46 leads from the wire 31 to one of a pair of spaced c0nvtaots 47 which are bridged by the contact 27 whenever the coil 15 is energized. The other of said contacts is connected by a wire 48 to one of a pair of spaced contacts 49. The other of these contacts is connected by a wire 50 to one of another pair of contacts 51, the other of which is connected by a. wire 52 In the preferred device shown on Fig. 1, the gaps between the spaced contacts 49 and. 51 are respectively closed by contact bars 53 and 54 which are pivoted at 55 and 56 respectively. Said contact bars as well as the pairs of contacts are preferably placed on opposite sides of the car. Each contact bar is provided with a depending arm which is adapted to be engaged by auy suitable in strumentality along the route of the vehicle for the purpose of bringing the train or vehicle to standstill in the manner to be re terrcd to.

The operation of the embodiment shown as follows: Supposing a car or rain embodying the invention be at rest. The dynamo 40 being dead, coil 86 will be decncrgized and the contact 35 will rest upon the contacts 32, thus closing the gap therebetween. In consequence, current will pass from plus line 29 through wire 30 to magnetic coil 15, wire 3]. and wire 33 to minus line 34, the gaps between contacts 32 being then closed. Immediately coil 15 is energized causing the plunger 16 to be drawn down and bringing the contacts 26 and 27 down onto the spaced contacts which form gaps i the motor circuit control wire embodiment, this will be ,matic application of the brakes.

28 and relay circuit wires 46 and 48. This brings the main line wire 28 under the control of the motorman who may thereupon set the ca r or train in motion. As said car or train is accelerated the dynamo 40 is energized and delivers current to the coil 36. Thereupon contact 35 is raised and breaks the connection between plus line 2!) and magnet 15 by way of wire 33. The cnergization of the magnet 15 is however maintained by way of the wire 46, contact 27, wire 48, and wire 52 to minus battery wire 34. Under these conditions, let it be supposed that some condition of tratlic arises or some other reason demands that the train be brought to a standstill. In the present brought about by manually or automatically causing the interposition of some instrumentality which will cause the displacement of either one or the other of the contact bars 53 and 54. This breaks the circuit through magnet 15 and releases the plunger 16 which by its upward movement displaces the contacts 26 and 27 and raises the lower end of said plunger above the opening 18, thus connecting bleed passage 19 with the chamber 13 and releasing, the air from chamber 5 in the brake control valve. As a result, the prcssure within the valve chamber 5 will fall below that in the valve chamber 4. The pressure on valve 8 being thereby unbalanced causes the valve 8 to be raised against the pressure of spring 11, thus opening the train pipe 2 into the outer atmosphere through the pipe 3 and causing an auto At the same time the motor control circuit is broken by the rise of contact'26 so that no current for energizing the car motor is available. It will therefore be seen that as long as the car or train is in motion, the contact: 26 will be held in elevated position and it will be impossible to reestablish the main control circuit 28 or to close the bleed passage 21. These parts are therefore held inoperative until the train comes to 'a Full stop.

Referring now to the embodiment shown in Fig. 2, the plus line wire 29 is connected v by a wire 30' with the magnetic valve withiirhousing 14, a wire 31 leading therefrom being provided with a gap between contacts 32 between it and. ground line wire 33. The dynamo electric machine 40 which may be driven in the same manner as that referred to in the former embodiment, delivers current to coil 36 which normally retains contact 35 elevated and prevents the reenergization of the magnet valve within housing 14 after the emergency has been 0 erated and until the cur comes to rest. in this embodiment, the dynamo 40' delivers current to the solenoid 36 by a wire 57.

Another wire 58 connects the solenoid 36 to another solenoid 59 which in turn is consaid contaets being suitably disposed to be.

separately engaged by a mo able tcontac t/ able contact being grounded by a wire 70. It willflbe seen from this descriptionthat by shifting the position of plunger (39, the resistance maybe graded in such a manner as' 'to'increase or diminish the How of current in coils M and 539. Simple and efficient means for imparting the, desired amount of movement tothe plunger (39 may beprorided by moimtinga roller 7l on plunger 69 in suitable position to be engaged by a cam bar 72 which may constitute one of a number o1 said cam bars which made of different heights to correspond withthe desiredanioimt of resistance in circuit corresponding to the speed limits of ,h is carried by a, plunger 69, said mov;

the zone inwhich the car or train may be traveling. Solenoid 59 whenever sufliciently i energized, operates a plunger 73. by the plunger 731s a contact 74 which (arriedclosesthe gap between a pair of spaced con- O tac 75 whenever said plunger-is in lowered pfosit Arranged above the contacts 75 andin 0 suitable positionto be bridged'by the contact 74 in its raised position, are spaced con-.

tacts 79. One of the contacts 7.) is conion. One of said contacts 75 is groumledjby wire 76. The main motive power concoiitiwts 47 with one of the contacts a peeled to a synchronizing line 81 by- 'means of a wire 80. The othencontm-t 7!) is con nected to one 8;, Leading from the synchronizing lme 81 to a speed control instrumentallty 83. is

a a wire 82. Another wire S-l-jfllllllOitt-l theinnneiitality 83 with minus line wire 34-.

in Fig, 2 will now be readily mulerst ood and briefly described is as-follows: With the car .Y, i y .or train at rest, coil tit/ is deenergized and The operation of the embodiment shown contact 35 is lowered to close the gap be 0 twe n contacts 32, thus energizing the coil within housing 1-1 and shutting oil the leak ago through pipe 12" which releases the brakesrin-the manner oi-nted outin connecs ""tlon' with the embodiment shown inv Figj 1;

At the same time contact 26 is drawn down to bridge the gap between contacts 47' and inasmuch as the solenoid 59 1s alsodeenen' g zed, contact 74 will be in lowered posit on,

so that the main control circuit including these parts, together with wires 77 and 78 will be in condition to permit the motorman' Like in Fig.

between contacts 32 is opened, the conseso that the gap qnence being that the emergency brake-opcrating apparatus is prevented from becom ing operative only by maintaining the circuit controlled by contact bars 53 and 5d. Under these conditions the displacen'ient of either one or both of the contactb31553 and 54" will cause an emergency application the result that if the speed is in excess of, the maximum speed control, the dynamo 40' pole of a battery fill by a wire.

of the brakes. Supposingplunger 69 with its contact to be in lowermost position which is the case when the car or train is not within a zone in which certain predetermined maximum and minimum speed limits are to be maintained, all ofresistance V (31. will bein circuitso that coil 59 will not be energized sufliciently to raise contact 74, the

character of coil 59 being such'that the light current which renders coil 36 operative is not suflieient to render coil 55) operative. As the car or train enters a zone wherein maximum and minimum speed limits are to be maintained, contact 65) is raised to cutoutmore or less or all of the resistance (51 with will generate sufiicient current to render the coil 5!) opm'ative and to retain it operative until the speed drops below a certain required maximum for that zone. It will be understood that when the speed of the'car ,drops below the minimum speed, duerto the 0 'B'zitt'ery S6 iscon nected to line, wire 3-34! by operation of the speed control; instrumentalityin casing, 83, the magnetism in coil 59 will not be slllliciellt to retain bar contact 74 against the (amtacts 79. llence'the speed instrumentality 83 becomes (lcl nergized and thus releases the. car which is autoi'natically spcedcd up again unless retarded by the voluntary acls oi the motorman. \lVhenever the coil 59 thus rendered operative,'it will beseen lhat vmotive power control circuit will be broken without dei nergizin; the magnet within the housing; 14, and thus without causing the emergency to operate. At the same time the contact 74 is raised, it is caused to bridge the contacts WEL thus completing a circuit including battery 86,

wire 87, wire 80, synchronizing line 81, wire 82, mstrmnentality 83 wlach=is preferably a brake applying device, wire 8i, minus line wire 34, and wire 85 to battery. This causes an application of the brakes until the speed drops below the maximum speed limit at which time the current supplied by dynamo 40' has become insuliicient to enable the solenoid 59 to hold the plunger 73 in raised position. Thereupon the brakes are released and the motive power control circuit is reestablished without bringimg the car or train to rest as would be the case should the emergency apparatus become operative.

Obviously, various changes could be made in the arrangement of circuits and in the constructions of the several instrumentalities employed without departing from the broad spirit of my invention which resides in the combinations or". elements set forth in the appended claims.

I claim:

1. In a vehicle, the combination of speed control means adapted to prevent the speed of said vehicle-rising above a predeteri'nined maximum or falling below a predetermined minimum, an operating circuit for said speed control means, emergency means of relatively higher power than said speed control means, for bringing said vehicle to rest, an operating circuit for said emergency means, and means depending upon the movement of said vehicle for cooperatively controlling said operating circuits.

2. In a vehicle, the combination of speed control means adapted to prevent the speed of said vehicle rising; above a predetermined maximum or falling below a prei'letcrniincd minimum. emergency means for bringing said vehicle to rest, an operating circuit for said emergency means, another circuit for operating said speed control means inde pendeutly oi said emergency means, and means depending upon the movement of said vehicle for coiiperatively controlling the operation of said speed control means and said emergency stopping means.

3. In a vehicle, the combinal'izm of speed control means adapted to prevent the speed of said vehicle rising above a predeternlined maximum or falling below a predetermined minimum, emergency means for bringing said vehicle to rest, operating: circuits for said emergency means and said speed control means respectively, and means depend ing upon the movement of said vehicle for controlling said operating circuits.

4. The combination with a. vehicle, of braking mechanism therefor, a control circuit for said braking mechanism, a relay in said control circuit, a circuit breaker also in said control circuit, means depending upon the movement of the vehicle for operatin said circuit breaker, a relay circuit contro led by said relay, a circuit breaker other than said relay for said relay circuit, and a. main operating circuit for said vehicle controlled by said relay.

5. The combination with a vehicle, of an emergency air-release valve for applying brakes on said vehicle, an emergency magnet valve for controlling said air-release valve, a circuit for controlling said magnet valve, said control circuit being provided with acircuit breaker controlled by the movement of said vehicle, a branch line leading from said control circuit and excluding said circuit breaker, said branch line being provided with a circuit breaker operated by said magnet valve, and automatic means opcratablc from without the vehicle for breaking the branch line circuit.

6. The combination with a vehicle, of an emergency air-release 1 alve for applying brakes on said vehicle, an en'iergency mag- .nct "valve for controlling said air-release valve, a circuit for controlling said magnet valve, said control circuit being provided with a circuit breaker controlled by the movement ot said vehicle, a branch line leading from said control circuit and eluding said circuit breaker, said branch line being provided with a circuit breaker operated by said magnet valve, and automatic means opcratable from without the vehicle for breaking the branch line circuit, said magnet valve being provided with an air chamber connected to said emergency air-brake valve.

7. The combination with a vehicle, of an emergency air-release valve for applying brakes on said vehicle, an emergency mag; net valve for controlling said aii releasw valve. a circuit for controlling said magnet valve. said control. circuit being pro ided with a circuit breaker controlled by lhc nmven'zent of said vehicle. a branch line lcruling, from said control circuit and excluding said circuit bl'i-Atlfll, said branch line being provided with a circuit breaker operated by said uragnct valve, and aulo malic means opcratable from \vithimt the vehicle for breaking the branch line circuit, and. a main operating circuit for said vehicle having a circuit breaker operatable by said ma grnctvalve.

8: In a vehicle, the combination with an instrumentality for autoimitically controlling the application of brakes, said instrumentality being adapted when energized. to prevent the application of brakes, of an electric circuit for initially energizing, said instrumentality, said circuit being provided with a circuit breaker normally retained in open position by the movement of the vehicle, and a relay circuit for maintaining the energization of said instrumentality, said relay circuit embodying a circuit trol apparatus and said emergency ap-,

paratus operative, said means including an electric generator suitably connected to devehicle is in motion.

10. In a vehicle, automatic apparatus for controlling the speed of said vehicle Withliver power to said means only when the out bringing it to rest, automatic emergency apparatus for bringingsaid vehicle to rest,

and means depending upon the movement of sa d vehicle for rendering said speed control apparatus and said emergency apparatus operative, said means including a y'iamoconnected with the running gear of the vehicle. v

11., In a vehicle, the combination of speed control means adapted to prevent the speed of said vehicle rising above a predetermined maximum or falling below a predetermined minimum, an operating circuit for said speed control meansemergency means for bringing said vehicle to rest, an operating circuit for saideinergency means, said emergency means being automatically retained inoperation until the vehicle is at rest, and means depending'upon the movement of said vehicle for controlling the'operating circuits for said speed control means and said emergency stopping means.

12-. In a vehicle, the combination of speed control means adapted to prevent the speed of said vehicle rising above a predetermined maximum or falling below a predetermined minimum, emergency means for bringing said vehicle to rest, said emergency means being automatically retained in operation until the vehicle isat rest, and means depending upon the movement of said vehicle for controlling the operationof said speed control means and said emergency stopping means, and including instrumentalities for operating said emergency stopping means and speed control. means together and one of said means independently of the other.

13. In a system of operating railway cars, the combination with a car, of emergency means adapted \vhen operated to bring the car to rest, an energizing circuit for said emergency means provided with a circuit breaker adapted to be automatically operated by said emergency means to maintain a break in said circuit, and another circuit 'tality for maintaining predetermined maxi:

mum and, minimum speed limits, an electroresponsive device for controlling the'operation of said emergency device, an electroresponsive device for controlling the operation of said speed control instrumentality,

of said car and having circuit connections with said electro-responsive devices,

15. In a car, the combination of an emer gency device adapted when actuated to bring said car to rest, a speed control instrumentaL ity for maintaining predetermined maxiand a dynamo driven by the running gear mumand. minimum speed limits, an electroresponsive device for controlling theoperation of said'emergency device, an electroresponsive device for controllingvthe operation ofsaid speed control instrumentality, and a dynamo driven by the running gear, of said car and having circuit connections with said electro-responsive devices, said elec: tro-responsive devices being connectedup in series with said dynamo. v i

16. In a car, the combination of an emergency device adapted when actuated to bring said car to rest, a speed control instrumentality for maintainingpredetermined maximum and minimum speed limits, an elecs tro-responswe device for 'controlllng the lop-o eration of said emergency device, an electroresponsive device for controllingthe opera tion of said speed control instrumentality,

and a dynamo driven byi tli'e running gear of said car and having circuit connections with said electro-responsive devices, said electro-responsive "devices being connected up in series with said dynamo, and'one, of

said devices being operative at relative1y low power in comparison to the other.

17. In a car, the combination ofan emergency device adapted when actuated to bring said car to rest, a speed control instrumen tality for maintaining predetermined maximum and minimum speed limits, an electroresponsivedevice for controlling the oper ation of said emergency device, an electroresponsive device for, controllingthe operation of saidvspeed control instrumentality, and a dynamo driven by the running gear of said car and having circuit connections with said electro-responsive devices, said electro-responsive device for controlling the emergency devices being operatable at rela-' tively low power compared to: the electroresponsive device for controlling said speed control instrumentality.

18. In a car, an emergency (lGYlC: adapted when operated to bring, said car to rest, a solenoid f()1"I'QS8tlilIl T said device. a speed control instrumentality for maintaining pre determined maximum and minimum speed limits, a solenoid for controlling the operation of said instrumentality. and a dynamo adapted to generate power only when the or is in motion. said dynamo ha Yin; circuit connect-ions with both of said solenoids.

19. In a car. an emergency device adapted when operated to bring said car to rest, a solenoid for resetting; said device, a speed control instrumentality for maintaining predetermined maximum and mininuun speed limits, a solenoid for controlling: the operation of said iustrun'ientality, a dynamo adapted to generate power only when the car is in motion, said dynamo having circuit connections with both of said solenoids, and a motive power control circuit embodying a circuit breaker which is operatably' connected to said second mentioned solenoid.

20. In a car, an emergency device adapted when operated to bring said car to rest, a solenoid for resetting said device, a speed control iustrmnentality for maintaining predetermined maximum and minimum speed limits, a solenoid for controlling the operation of said instrumentality, a dynamo adapted to gene'ate power only when the car is in motion, said dynamo having circuit connections with both of said solenoids, a variable resistance in circuit with said speed control solenoid, and means depending upon the motion of said car for varying said resistance. i

21. In a car, an emergency device adapted when operated to bring said car to rest, a solenoid for resetting said device, a speed control instrmnentality for maintaining predetermined maximum and minimum speed limits, a solenoid for controlling the operation of said instrumentality. a dynamo adapted to generate power only when the car is in motion, said dynamo-having circuit connections with both of said solenoids in series, and means for automatically varying the resistance of said circuit, said speed control solenoid being operatable only when there are predetermined amounts of resist ance in circuit and said emergency solenoid being operatablc under any amount of resistance that can be introduced into the circuit.

22. In a car, a speed control instrumentality, an energizing circuit therefor, embodyinc spaced contacts. a motive power control circuit embodying spaced contacts. a bridge contact adapted to alternately bridge the gaps in said circuits, an electro-rcspousive device for movingsaid bridge contact, and a source of powr: for energizing said said solenoid and source of power, said so-.

lenoid being capable of cntxgization onlv when the resistance in circuit is below a predetermined amount.

24. In a car, a speed control instrumentality, an energizing circuit therefor embodying spaced contra-ts, a motive iower control circuit also embodying space con tarts. a bridge contact normaily bridging the spaced contacts in said motive power control circuit, an elfl'tflI-IOSPUHSlYQ device for moving said bridge contact therefrom and into position to bridge the contacts in said speed control energizing circuit, a source of energy for energizing said solenoid, and means for varying the resistance in circuit with said solenoid and source of power, said solenoid being capable of eneifzization only when the resistance in circuit is below a predetermined amount. said resistance varying means being depemlcnt for its operation on the motion of the ca r.

25. In a car, the con'ibination of a speed control instrumentality, a battery having one pole connected thereto, a pair of spaced contacts connected respectively-"to said instrumentality and the other pole. of said battery, a bridgecontact adapted to bridge said contacts, means depending on the movement of said car tinholding said bridge contact out of engagement with said spaced contacts, and a motive power control circuit embodyinc, spaced contacts suitably disposed to be bridged by said bridge contact when held away from the first said contacts.

2a. In a train of cars, a synchronizing line extending from one car to another, a speed control instrnmentality on each car, a source of energy, a circuit on each car including said source of energy, said synchronizing line, and said speed control instrmucntality, said circuit including spaced contacts, a motive power control circuit embodying spaced contacts on each car adjaent to the first mentioned contacts, a bridge contact normally bridging the motive power circuit contacts, and means depending on the speed of said car for moving said bridge contact into position to bridge the first said contacts, said bridge contact on each car being adapted by said synchronizing line to complete the energizing circuit for every speed control instrumentality' in the train.

27. In a vehicle, the combination of speed control means adapted to prevent the speed of said vehicle rising above a predetermined maximum or falling below a predetermined minimum, emergency means for bringing 10 said vehicle to rest, operating circuits for said emergency means and said speed control means respectively, and means depending upon the movement of said vehicle for controlling said operating circuits, said emergency stopping means being operative 15 independently of said speed control means.

WILLIAM S. MENDEN. \Vitnesses WM. A. CoUR'rLANn, A. O. IiNIGI-IT. 

